Method and apparatus for predictive altitude diplay

ABSTRACT

Embodiments of the invention provide a method and apparatus for indicating aircraft height relative to an obstruction in a terrain awareness warning system. The method includes receiving data indicative of geographic features of an obstruction, lateral distance of the geographic feature from an aircraft, height and flight path of the aircraft, calculating a projected height of the aircraft at the location of the obstruction using the data, generating a result signal, and displaying a colored indication on a display screen based on the result signal. The apparatus includes inputs for signals from instruments measuring height, flight path, and location of an aircraft, as well as an input for an instrument providing information about geographic features of terrain surrounding the aircraft. The apparatus includes a means for employing the signals to calculate an effective height of the aircraft relative to the terrain, and a screen display for graphically displaying the results of the calculation.

CROSS-REFERENCE TO RELATED APPLICATIONS

This is a continuation-in-part of U.S. Provisional Patent ApplicationSer. No. 60/239,319 filed Oct. 10, 2000, entitled “TERRAIN AWARENESS ANDWARNING SYSTEM (TAWS) for Aircraft,” which is incorporated herein byreference in its entirety.

FIELD OF THE INVENTION

The present invention relates to avionics, and more particularly toaltitude displays and terrain awareness warning systems.

BACKGROUND OF THE INVENTION

A conventional altitude display for a terrain awareness warning system(TAWS) for a given aircraft provides a pilot with a visual display ofthe terrain having an altitude higher than the aircraft, as well as theterrain within some distance, usually 2000′, below an aircraft.

Referring to prior art FIG. 1, an environment is shown in which aconventional altitude display could be important. In situation I, anaircraft 12 is flying at an altitude X along a direction vector 16. Insituation II, an aircraft 12′ is flying at an altitude X′ along adirection vector 16′. In situation III, an aircraft 12″ is flying at analtitude X″ along a direction vector 16″. Finally, in situation IV, anaircraft 12′″ is flying at an altitude X′″ along a direction vector16′″. The aircrafts 12, 12′, 12″, and 12′″ are flying with directionvectors 16, 16′, 16″, 16′″, respectively, such that an obstruction 14having height Y is within a forward arc, centered on the respectivedirection vector, as monitored by the conventional altitude displayaboard each respective aircraft.

Starting by considering situation IV, a conventional altitude displaywould typically give a visual signal as the height Y of the obstruction14 is greater than the altitude X′″ of the aircraft 12′″. In otherwords, X′″≦Y. An audible alert may be given as well if suitable criteriaregarding time-to-impact of the terrain feature are also met. In allcases, the height Y and altitude X′″ may be measured by radio height,altitude above sea level, or other means, and preferably the same typeof measurement, is employed for both distances. The visual signal inthis situation would typically be a red area, such as a spot or square,on a cockpit display. The term ‘RED’ is shown in the figure to denotethe range of operation which would result in a red area being displayed.

The red area would be indicated to be at a range Z and at a bearingcorresponding to the direction of the obstruction 14 relative to thecenterline of the aircraft 12′″.

In situation III, a conventional altitude display would also typicallygive a red visual signal as the height Y of the obstruction 14 is withina predetermined elevation buffer “D” and within a predeterminedtime-to-impact from the altitude X″ of the aircraft 12″. This elevationbuffer D is typically 700′ or 1000′ during enroute navigation, and thealert would be given if X″−Y≦D. As before, the red area would beindicated to be at a range Z and at a bearing corresponding to thedirection of the obstruction 14 relative to the centerline of theaircraft 12″. Also as before, an audible signal may also be given ifcertain criteria are met.

In situation II, a conventional altitude display would typically justdisplay a visual signal as the altitude X′ of the aircraft 12′ isgreater, than the predetermined elevation buffer D from the height Y ofthe obstruction 14, by a first distance d₁. In other words, X′−Y≧D+d₁.d₁ is also typically 1000′. The aircraft 12′ would not be considered tobe completely free of the obstruction 14, however, and for this reasonthe visual signal would be of a cautionary nature. The visual signalwould typically be a yellow area, such as a spot or square, on thecockpit display. As such, ‘YELLOW’ indicates this range. As with the redareas, the yellow area would be indicated to be at a range Z and at abearing corresponding to the direction of the obstruction 14 relative tothe centerline of the aircraft 12′.

Finally, in situation I, a conventional altitude display would typicallyjust display a visual signal as the altitude X′of the aircraft 12′ isgreater than the height Y of the obstruction 14 by not only theelevation buffer D and the first distance d₁, but also by a seconddistance d₂. In other words, X′−Y≧D+d₁+d₂. d₂ is again typically 1000′.The aircraft 12 would be considered to be mostly free of the obstruction14, however, and for this reason the visual signal would typically be agreen area, such as a spot or square, on the cockpit display. Again,‘GREEN’ indicates this range. As with the red and yellow areas, thegreen area would be indicated to be at a range Z and at a bearingcorresponding to the direction of the obstruction 14 relative to thecenterline of the aircraft 12.

At higher aircraft altitudes, no colored area, or a black area, would beindicated. Here, ‘NONE’ is shown in the figure to denote this range.

Such altitude displays are clearly useful for warning pilots ofimpending dangerous terrain. However, such systems fail to account forimportant factors such as the actual flight path of the aircraft. As aresult, their accuracy may be less than desired. For example, if anaircraft is climbing, the above described prior art altitude display mayreport a red area where one is not warranted. In the same way, if anaircraft is high but descending, the above-described prior art altitudedisplay may display a green area where a red area is warranted.

SUMMARY OF THE INVENTION

The present invention overcomes the disadvantages of the prior art notedabove.

In one aspect, the invention is directed towards a method for providingan indication of aircraft height relative to an obstruction in a terrainawareness warning system. The method includes steps of receiving a firstdatum indicative of a geographic feature of an obstruction, receiving asecond datum indicative of a lateral distance of the geographic featurefrom an aircraft, receiving a third datum indicative of a height of theaircraft, receiving a fourth datum indicative of a flight path of theaircraft, calculating a projected height of the aircraft at the locationof the obstruction using the first through fourth data, generating aresult signal based on the projected height and the first datum, anddisplaying a colored indication on a display screen based on thegenerated result signal.

Implementations of the method may include one or more of the following.The first datum may be a height of the obstruction. The coloredindication may be a colored area on a display screen having a color suchas red, yellow, green, or black. The elevation buffer may be zero. Thereceiving a fourth datum may further include resolving the flight pathof the aircraft into components including a lateral flight path and avertical flight path. The method may further include: calculating aflight path angle of the aircraft from the received fourth datum,calculating an effective altitude of the aircraft by adding to the thirddatum a value equal to the second datum multiplied by the tangent of theflight path angle, generating a first alert signal if the effectivealtitude is less than the sum of the first datum and a elevation buffer,sounding an audible alarm with the first alert signal, displaying afirst colored indication at a display location corresponding to thesecond datum as the first alert signal, generating a second alert signalif the effective altitude is greater than the sum of the first datum anda elevation buffer but less than a sum of the first datum, the elevationbuffer, and a first distance, or displaying a second colored indicationat a display location corresponding to the second datum as the secondalert signal.

In another aspect, the invention is directed towards a computer program,stored in a machine-readable format, for a terrain awareness warningsystem. The program causes a computer to: receive a first datumindicative of a geographic feature of an obstruction; receive a seconddatum indicative of a lateral distance of the geographic feature from anaircraft; receive a third datum indicative of a height of the aircraft;receive a fourth datum indicative of a flight path of the aircraft;calculate a projected height of the aircraft at the location of theobstruction using the first through fourth data; and generate a resultsignal based on the projected height and the first datum.

In yet another aspect, the invention is directed towards an apparatusfor providing an indication of aircraft height relative to anobstruction in a terrain awareness warning system. The apparatusincludes a first input for a first signal from an instrument measuring aheight of an aircraft, a second input for a second signal from aninstrument measuring a location of the aircraft, a third input for athird signal from an instrument providing information about geographicfeatures of terrain surrounding the aircraft, and a fourth input for afourth signal from an instrument measuring a flight path of theaircraft. The apparatus includes means for employing the signals fromthe first through fourth inputs to calculate an effective height of theaircraft relative to at least the third input, and a screen display forgraphically displaying the results of the calculation.

Implementations of the apparatus may include one or more of thefollowing. The instrument measuring height and location of the aircraftmay include an altimeter. The instrument providing information aboutgeographic features of terrain surrounding the aircraft, as well as theinstrument measuring a flight path of the aircraft, may be aids tonavigation, such as a global positioning system unit. The apparatus mayfurther include a conventional TAWS altitude display and means to togglethe screen display between the conventional TAWS altitude display andthe screen display for graphically displaying the results of thecalculation. The first through fourth inputs may form at least a portionof a parallel data bus or a serial data stream.

In a further aspect, the invention is directed towards a method ofperforming terrain awareness warning for an aircraft. The methodincludes steps of collecting data about terrain features in the vicinityof an aircraft, collecting data of the lateral distance and bearing ofthe terrain features from the aircraft, collecting data of the heightand flight path of the aircraft, calculating a projected height of theaircraft at the location of each of the terrain features based on thecollected data of the height and flight path of the aircraft, andgenerating result signals based on the projected height, the collecteddata of terrain features, and the bearing of the terrain features. Themethod further includes displaying colored indications on a displayscreen, with respect to bearing, based on the generated result signals.

In still a further aspect, the invention is directed towards a methodfor providing an indication of lateral aircraft position relative to anobstruction in a terrain awareness warning system. The method includessteps of receiving a first datum indicative of the bearing of anobstruction relative to an aircraft, receiving a second datum indicativeof a lateral distance of the obstruction from the aircraft, andreceiving third data indicative of a flight path of the aircraft. Themethod further includes steps of calculating a projected flight path ofthe aircraft relative to the obstruction using the first through thirddata and determining a distance between the projected flight path andthe obstruction at a series of points along the projected flight path.The method includes steps of generating a result signal based on thedetermined distance, and displaying a colored indication on a displayscreen based on the generated result signal with respect to the bearing.

Advantages of the invention may include one or more of the following.The invention allows for more accurate terrain displays, giving thepilot a more reliable indicator of the relative danger of forwardterrain. The invention provides this increased accuracy in part bytaking into account factors, such as the flight path angle of theaircraft, when calculating and displaying alerts. As a result, falsewarnings are eliminated and dangerous situations that would not havebeen noticed by prior systems are avoided.

Other advantages will be apparent from the description that follows,including the figures and the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic depiction of various scenarios of aircraft flightwith respect to an obstruction;

FIG. 2 is a schematic drawing of an apparatus according to an embodimentof the present invention, showing in particular the display and buttonlayout;

FIG. 3A is a schematic depiction of various scenarios of aircraft flightwith respect to an obstruction, showing in particular the flight pathsand accompanying alert situations according to an embodiment of theinvention in which an aircraft has a positive flight path angle;

FIG. 3B is a schematic of a notation scheme, with accompanying axes,used to describe features of embodiments of the invention;

FIG. 4 is a schematic depiction of various scenarios of aircraft flightwith respect to an obstruction, showing in particular the flight pathsand accompanying alert situations according to an embodiment of theinvention in which an aircraft has a negative flight path angle;

FIG. 5 is a schematic depiction of various scenarios of aircraft flightwith respect to an obstruction, showing in particular the flight pathsand accompanying alert situations according to an embodiment of theinvention in which an aircraft has a positive yaw angle;

FIG. 6 is a flowchart of a method according to an embodiment of thepresent invention; and

FIG. 7 is a block diagram of an apparatus according to an embodiment ofthe present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring to FIG. 2, a display apparatus 100 for a terrain awareness(TAWS) system is shown that may incorporate the present invention. Thedisplay apparatus 100 employs a screen display 102, which may be an LCDrear projection screen such as that disclosed in U.S. Pat. No.6,259,378, owned by the assignee of the present invention and herebyincorporated by reference in its entirety. The display apparatus 100further includes various surrounding buttons and interfaces.

An exemplary layout for the display apparatus 100 will now be described.However, it should be appreciated that the particular button andfunction layout described below is merely an example and the inventionis not limited thereto.

Upon depression of the toggle button 104, the screen display may togglebetween a topographic display and a relative altitude display. Upondepression of the predictive altitude display (“PRED”) button 106, thescreen display 102 changes to the PRED display, which is described ingreater detail below.

A traffic display button 108 may cause a display of local air traffic inthe vicinity of the aircraft. This function may employ as inputs thesensor readings from transponders on aircraft operating within radiorange of the subject aircraft. An auxiliary button 110 may display avariety of information, such as weather, ancillary navigational aids,and so on.

A function button 126 may be provided to allow the user to select morethan the usual input or inputs from the various other buttons. Forexample, the function button 126 may be used to enhance the ability ofthe user to perform a setup of the apparatus. As another example, duringan alert or warning, pressing the function button 126 may result in amuting of the alert or warning. Preferably, if an alert status wereindicated, the display screen 102 would switch to a display of thatfunction which would allow the pilot to most effectively find a solutionto the situation. In many cases, the PRED function would be the mostpertinent such display.

A light sensor 120 may be employed to automatically control thebrightness and contrast of the screen display 102 for improvedvisibility. A micro-USB port 118 may be employed to allow an externalinput/output of data from the display apparatus 100. As explained inmore detail below, various data, such as airport runway information,topographical data and runway approach data may be uploaded to thedisplay apparatus 100 prior to use. It may be necessary to periodicallyupdate this information and use of the micro-USB port 118 may be usedfor this purpose, although other methods and apparatus are within thescope of the invention. For example, the data may be updated by wirelesslink.

Finally, a ranging button 122 may allow a zoom in or out of the display,and a VUE button 124 may toggle the display between a 360° display and aforward arc display of, e.g., 70°. Such choices may especially be usefulfor the functions invoked by buttons 104, 106, and 108.

Generally, in use, the display apparatus 100 receives data concerningthe position of the aircraft, its ground track, lateral track, flightpath, altitude, height off ground and other data. This data is comparedwith pre-stored data concerning terrain in the proximity of the aircraftas well as terrain that will be within proximity of the aircraft withina selected look ahead distance or time based on the projected flightpath. The desired look ahead distance or time may be dynamicallyadjusted by the user or system. For example, the system may be set to a10 second look-head, which would provide a display of terrain that theaircraft will come in proximity with in the next 10 seconds, based onthe projected flight path, which may be calculated based on dataincluding the current heading, air speed, ground track, etc. The systemmay adjust the look ahead distance/time based on phase of flight.

Terrain as used herein includes natural as well as man-made obstaclesand topographical features. For example, tall buildings, tall wiretowers and mountain ranges are all terrain as used herein.

Depending on the relationship (or projected relationship) of theaircraft to the terrain, the terrain may or may not be displayed on thedisplay device 100. For example, if it appears that the aircraft willfly into or very close to the terrain, the terrain may be displayed inred on the display device 100 and/or an audible warning may be generatedto alert the user of the danger if other appropriate criteria are met.For somewhat less threatening situations, the terrain may be displayedin yellow and/or an audible alert may be generated as above. Forsituations in which the aircraft is not in a threatening relationship tothe terrain, the terrain may be displayed in green, and for terrain thatis sufficiently distanced from the aircraft (either far below theaircraft flight path or far afield from it), the terrain may not bedisplayed.

Referring now to FIG. 3A, a schematic depiction of a situation is givenwhich may employ an embodiment of the present invention. In particular,an aircraft 122 having an altitude X has a flight path 126 which willtake the aircraft 122 in the proximity of an obstruction 124. Theobstruction 124 is of course schematic in nature and should beunderstood to encompass any terrain feature.

The aircraft 122 is shown with three different flight paths: a levelflight path 126, an ascending flight path 126′, and a descending flightpath 126″. The amount of ascent or descent is given by flight path angleα. It will be clear that flight path angle α may be either positive(ascending, flight path 126′) or negative (descending, flight path126″). FIG. 3A primarily shows the effects of a positive flight pathangle. The effects of a negative flight path angle are shown in FIG. 4.

In a conventional altitude display, each flight path 126, 126′, and 126″would result in the same display, depending only on the values of X, Y,d₁, d₂, Z, and D as described above. In the present invention, amongstother features, however, flight path angle α is taken into account inorder to provide a more accurate display of the terrain in the vicinityof the aircraft.

The following ranges of operation are now defined according to anembodiment of the invention, although one of ordinary skill in the artwill understand how the methodology may be extended to cover situationinvolving a greater or lesser number of ranges of operation (thefollowing example shows four ranges of operation):

(I) ‘Red’ Situation

In this situation, the aircraft 122 is flying with an altitude termedhere an “effective altitude”X _(eff) =X+δ which leads to:X _(eff) ≦Y+DX+δ≦Y+D, where δ=Z tan α, and finallyX≦Y+D−δ

-   -   and where α is measured from the horizon and is positive for an        ascent. This range of operation is termed the ‘PREDICTIVE RED’,        and the same is indicated in FIG. 3A. As the above equation        shows, a positive value of δ serves to decrease the sum Y+D−δ,        this leading to an overall lessening of the altitude at which        the red alert would be caused. In other words, a positive α,        i.e. a positive flight path angle or ascent, leads to the red        range of an aircraft encompassing a lesser number of features        than before, as the “less high” features may no longer be        displayed as a red area. Equivalently, it is less likely a given        terrain feature will be displayed as being in the red range of        an aircraft if the aircraft has a positive α. The overall effect        is to shift the red range to higher altitudes by an amount δ, as        shown in the figure.

In any case, at the bearing of the obstruction 124, the display screen102 would display a first alert signal, such as a colored indication,e.g., a red area or set of pixels, at range Z. For this type of alert,an audible alert or alarm to be sounded to the pilot to accompany thevisual alert if other criteria of the audible alert are satisfied, suchas a calculated time-to-impact with a terrain feature being less than apredetermined threshold. δ, or equivalently α, provides a more reliableindicator of the threat posed by the obstruction 124 as the calculationusing δ or α predicts the altitude the aircraft 122 will have achievedwhen the aircraft is incident upon the obstruction, rather than alwaysassuming level flight.

An example is now given as to how the above calculation may be applied.It will be clear to one of skill in the art, given the teaching of theabove and below, how to apply the calculation to other scenarios, and inparticular the scenarios below for the other ranges in this series. Anaircraft is flying in level flight at 1,500′ towards an obstruction 3miles away having a height of 1000′. The elevation buffer is 1000′, so ared area of warning is displayed as the appropriate condition is met,i.e., as X (1500′)≦Y (1,000′)+D (1,000′)−δ(Z tan α, which is zero forlevel flight (flight path angle α=0)) If, however, the aircraft isclimbing at flight path angle 5°, then the calculation is now:X≦Y+D−δ≦1,000′+1,000′−3 miles (5,280′/1 mile) tan 5°≦2,000′−3 miles(5,280′/1 mile) tan 5°≦2,000′−1,386′≦614′

Here the condition is not met as X (1,500′) is not less than or equal to614′. Thus, the ascent at angle α has removed the red situationcondition from the display screen 102 and the red area is no longerdisplayed.

(II) ‘Yellow’ Situation

In this situation, the aircraft 122 is flying with:Y+D−δ≦X≦Y+D+d ₁−δ, where δ is defined as above for (I).

For X meeting the above condition, the display screen 102 would displaya second alert signal, such as a colored indication of a yellow area orset of pixels, at range Z at the bearing of the obstruction 124. Again,the yellow range only encompasses higher terrain features than before,as some will have shifted to the green or black ranges as shown in thefigure. In particular, and as above, the overall effect is to shift theyellow range to higher altitudes.

(III) ‘Green’ Situation

In this situation, the aircraft 122 is flying with:Y+D+d ₁ −δ≦X _(eff) ≦Y+D+d ₁ +d ₂−δ

For X_(eff) meeting the above condition, the display screen 102 woulddisplay a third alert signal, such as a colored indication of a greenarea, at range Z at the bearing of the obstruction 124. Analogously withthe above, the green range only encompasses higher terrain features thanbefore, as some will have shifted to the black range as shown in thefigure.

(IV) ‘Black’ or ‘No Colored Area’ Situation

In this situation, the aircraft 122 is flying with:Y+D+d ₁ +d ₂ −δ≦X _(eff)

For X_(eff) meeting the above condition, the display screen 102 woulddisplay a black area at range Z at the bearing of the obstruction 124,or may alternatively display no color. In either case, the pilot wouldbe undistracted by the display. That is, for such a terrain feature asthe obstruction 124, the aircraft would be in no danger of collision.

FIG. 4 shows the above description and range definitions in the casewhere α, and thus δ (=Z tan α), are negative. The negative α thus shiftsthe red, yellow, and green terrain boundaries to lower altitudes, thusmaking it more likely a given terrain feature will cause an alert. Inthe extreme case shown in FIG. 4, the angle α is such that almost anyterrain would fall within the red range.

Other refinements of this technique may be similarly applied. Forexample, at another level of sophistication, a second derivative may beapplied to the calculation of δ. In particular, it is clear from theabove that the calculation of δ assumed a constant vertical flight pathvelocity, i.e., a constant first-derivative of vertical flight path.This type of calculation may well suit most flight paths; generally, forrelatively small α, the vertical flight path velocity may be assumedconstant, at least over the short sampling time constant of the controlelectronics driving and monitoring this type of system. However, wherethis is not the case, consideration of the 2^(nd) derivative of flightpath, or even higher order derivatives of flight path, may be added tothe calculation to even further refine the estimate of X_(eff) relativeto the surrounding terrain.

At another level of sophistication, many types of altitude displays maymore preferably display range as a function of time, rather than ofdistance. In other words, rather than having the range of the displaybe, e.g., 10 miles, the range is displayed as, e.g., three minutes, orwhatever time period would be required for the aircraft to traverse the10 miles (in this example).

In this type of situation, the above calculations would be performed,but with the appropriate distances divided by the velocity or velocitycomponent. For example, T_(z), a time period associated with the rangeZ, would become the previous range, Z, divided by the lateral, i.e.,non-vertical, component of velocity in the direction towards theparticular obstruction. Similarly, T_(δ), the time period associatedwith the amount of ascent or descent δ, would become the previous δdivided by the vertical component of velocity v^(⊥).

In this scheme, the following definitions would apply (T_(aircraft)being the time available to the aircraft and pilot prior to incidenceupon the obstruction):

(I) Red SituationT _(aircraft)≦(Y+D−δ)/v ^(⊥)

(II) Yellow Situation(Y+D−δ)/v ^(⊥) ≦T _(aircraft)≦(Y+D+d ₁−δ)/v ^(⊥)

(III) Green Situation

In this situation, the aircraft 122 is flying with:(Y+D+d ₁−δ)/v ^(⊥) ≦T _(aircraft)≦(Y+D+d ₁ +d ₂−δ)/v ^(⊥)

(IV) Black or No Colored Area Situation(Y+D+d ₁ +d ₂−δ)/v ^(⊥) ≦T _(aircraft)

At another level of sophistication, and referring to FIG. 5, anazimuthal or yaw angle φ may also enter the calculation (see also FIG.3B). In particular, it is defined here that an aircraft yaw angle φchanges the heading of the aircraft by the amount φ. The rate of changeof the aircraft heading is identically dφ/dt. The yaw angle φ may beused in a fashion similar to the above to yield a more accuratecalculation of the terrain faced by an aircraft.

Referring to FIG. 5, an aircraft 134 is initially along a flight path136 towards an obstruction 132. Lateral red, yellow, green, and blackzones may be defined, analogous to the vertical ones above, and the sameare shown near the bottom of the figure. After a yaw rotation of φ toflight path 138, the colored zones are shifted. In this case, theobstruction 132 remains in the red zone but to a far less degree thanpreviously.

The calculation to accomplish the displayed shift is analogous to theabove. In this case, however, the lateral δ′ which enters thecomputation may be calculated to first order by the yaw φ multiplied bythe range Z. Similarly, for use in higher order computations, thelateral velocity may be calculated to first order by the yaw rate dφ/dtmultiplied by the range Z.

In one embodiment of these calculations, the distance Δ between theobstruction and the projected flight path may be determined at a seriesof points along the flight path and the result signal can be based onthis distance. If the distance is less than some predetermined number,the alert signal can be displayed as a red area with respect to thebearing of the obstruction.

Of course, the same will be performed automatically by the sensorsinputting relevant data as the aircraft reorients its systems during anonzero yaw. However, by having a separate data input for yaw angle, theresident software may update the information displayed automatically andmore rapidly than waiting for GPS and database information to be updatedvia change of input data from sensors, i.e., as the aircraft headingchanges.

It will be clear that the calculation and analysis above are the same nomatter whether the aircraft is banking left or right, i.e., whether apositive or negative yaw is applied. Similarly, yellow, green, and blackzones are present to the right of the aircraft, although these are notshown in FIG. 5 for the sake of clarity.

This calculation may be more complicated than the δ calculation above,as yaw may not typically be expected to be as constant as flight pathangle. However, the technique may still be used to at least eliminatecertain obstructions from causing alerts if the obstructions are clearlynot dangers due to the nonzero aircraft yaw.

Referring to FIG. 6, a flowchart is shown embodying a method of thepresent invention. As shown, the method starts (step 202) and a sensormeasures data about a flight path angle of ascent or descent (step 216).Of course, the same may well indicate, in the most general case, levelflight. The system then receives this data (step 204). Altitude data(step 218) is then received from an altitude sensor, such as analtimeter (step 206). X_(eff), i.e., the effective altitude of theaircraft at a point projected or predicted at each range point Z, maythen be calculated (step 208).

Prior to, contemporaneous with, or after this calculation, a datum ordata may be received regarding the known terrain. Such a first datum maybe obtained in part by the aircraft location as determined by anavigation technique, such as GPS, or by another technique (step 214).In this way, a comparison of the aircraft location and height with knownterrain features as received from a database or look-up table (step 212)may be performed. In other words, the local terrain may be compared tothe effective altitude (step 220) to result in the color scheme (step222) displayed to the pilot on the display screen 102 (step 224).

Of course, it will be noted that various steps may be taken out of theorder given above. For example, the calculation of δ may well occurdirectly following the completion of steps 204 and 206. Similarly, steps204 and 206 may occur in the given or the reverse order as described.

It should be noted that the above devices mentioned are not necessarilyexclusive of those that can be used. The altimeter may be a radioaltimeter, barometric altimeter, GPS, or any other type of altitudesensor or height indicator that may effectively measure the height ofthe aircraft, i.e., a third datum, for the calculation. Further, thecalculation of δ may involve a computation employing the measuredaircraft flight path, i.e., a fourth datum, as determined by GPS orother such sensors.

The calculation steps 208, 220, and 222 may occur by the processdisclosed above and at the various levels of sophistication disclosedabove. That is, the climbing or descending flight path angle may be theonly factor considered, or higher order derivatives, as well asconsiderations of the yaw and its derivatives, may also be considered.

Referring to FIG. 7, a system-level schematic is shown of a system thatmay embody the present invention. In particular, the predictive altitudedisplay 100 may accept data inputs at an input/output interface 310 fromat least instruments functioning as an altimeter 302, an aid tonavigation 304, and a heading sensor 312, such as a compass. Theinput/output interface 310 is shown generally. The first through fourthinputs, i.e., altitude of an aircraft, location of the aircraft, heightand location of obstructions, and aircraft flight path, respectively,may derive from a single device or from a combination of devices. Thefirst through fourth inputs may further be input via the input/outputinterface 310 via being at least a portion of a parallel data bus or asa portion of a serial data stream.

The location of terrain may be achieved via comparison of the knownaircraft location, as determined by, e.g., GPS, with the terrainfeatures noted in that vicinity by a look-up table or database 311.

A measurement of the aircraft flight path V is then made either as acalculation by a circuit or software within the devices indicated above,or via separate devices. For example, many altimeters can also measurethe vertical velocity component of flight path (v^(⊥)), or as shown inFIG. 3B, the component of flight path in the direction x₃, as the sameis simply a first derivative of the altimeter measurement with respectto time. Also, many aids to navigation, such as certain GPS units, canalso be employed to measure lateral flight path, i.e., the vectoraddition of the components x₁ and x₂ as shown in FIG. 3B, or, if desiredby the calculation, the component of lateral flight path in thedirection of a particular obstruction.

The compass 312 may be employed to measure the heading of the aircraftand to thus orient the display. Of course, given an appropriatemeasurement time, as is known, the aid to navigation 304 or a differentdevice may also be used to measure the heading. As is clear from theteaching above, while the flight path measurements are shown in FIG. 5as being within the altimeter 302 and the aid to navigation 304, thesame may be measured outside of these subsystems.

The components of flight path, as well as the components of the aircraftlocation, can then be employed to perform embodiments of the method ofthe invention as described above. The same may calculate or generate aresult signal, indicative of an effective altitude X_(eff), also termedherein a projected height, of the aircraft at a location of anobstruction or indeed at any point within the range of the screendisplay. The result signal may then be used to derive the appropriatepixel color array for display to the pilot on the screen display.

The above description of a Method and Apparatus for Predictive AltitudeDisplay is with respect to certain embodiments of the invention. Whilethis description is capable of attaining the objects of the invention,the same is merely representative of the broad scope of the inventionenvisioned, and that numerous variations of the above embodiments may beknown or may become known or are obvious or may become obvious to one ofordinary skill in the art, and these variations are fully within thebroad scope of the invention. For example, while the forward arc hasbeen defined here as an arc of 70°, other forward arc angles could alsobe used. Further, while finite values of elevation buffer have beendescribed, an elevation buffer could be equal to zero in somecircumstances. While the term “computer” has been employed in thespecification, a general-purpose microprocessor driven computer is notnecessary to run the programs or methods described here. A more limitedchip design or circuit may be employed to run the same, and the same maybe preferable due to the limited space available in standard avionicscomponents. Accordingly, the scope of the invention is to be limitedonly by the claims appended hereto, and equivalents thereof. In theseclaims, a reference to an element in the singular is not intended tomean “one and only one” unless explicitly stated. Rather, the same isintended to mean “one or more”. All structural and functionalequivalents to the elements of the above-described preferred embodimentthat are known or later come to be known to those of ordinary skill inthe art are expressly incorporated herein by reference and are intendedto be encompassed by the present claims. Moreover, it is not necessaryfor an apparatus or method to address each and every problem sought tobe solved by the present invention, for it to be encompassed by thepresent claims. Furthermore, no element, component, or method step inthe present invention is intended to be dedicated to the publicregardless of whether the element, component, or method step isexplicitly recited in the claims. No claim element herein is to beconstrued under the provisions of 35 U.S.C. §§112, ¶6, unless theelement is expressly recited using the phrase “means for”.

1. A method for providing an indication of aircraft height relative toan obstruction in a terrain awareness warning system, comprising:receiving a first datum indicative of a feature of an obstruction;receiving a second datum indicative of a distance of the feature from anaircraft; receiving a third datum indicative of a height of theaircraft; receiving a fourth datum indicative of a speed of theaircraft; calculating a projected height of the aircraft at the locationof the obstruction using the first through fourth data; and generating aresult signal based on the projected height and the first datum.
 2. Themethod of claim 1, wherein the first datum is a height of theobstruction.
 3. The method of claim 1, wherein the receiving a fourthdatum step further comprises: resolving the speed of the aircraft intocomponents including a lateral speed and a vertical speed.
 4. The methodof claim 2, further comprising calculating a pitch angle of the aircraftfrom the received fourth datum.
 5. The method of claim 4, furthercomprising calculating an effective altitude of the aircraft by addingto the third datum a value equal to the second datum multiplied by thetangent of the pitch angle.
 6. The method of claim 5, further comprisinggenerating a first alert signal if the effective altitude is less thanthe sum of the first datum and a safety elevation.
 7. The method ofclaim 6, wherein the safety elevation is zero.
 8. The method of claim 6,further comprising sounding an audible alarm as the first alert signal.9. The method of claim 6, further comprising displaying a first coloredindication at a display location corresponding to the second datum asthe first alert signal.
 10. The method of claim 9, wherein the coloredindication is a red area.
 11. The method of claim 5, further comprisinggenerating a second alert signal if the effective altitude is greaterthan the sum of the first datum and a safety elevation but less then asum of the first datum, the safety elevation, and a first distance. 12.The method of claim 11, further comprising displaying a second coloredindication at a display location corresponding to the second datum asthe second alert signal.
 13. A computer program, stored in amachine-readable format, for a terrain awareness warning system, forcausing a computer to: receive a first datum indicative of a feature ofan obstruction; receive a second datum indicative of a distance of thefeature from an aircraft; receive a third datum indicative of a heightof the aircraft; receive a fourth datum indicative of a speed of theaircraft; calculate a projected height of the aircraft at the locationof the obstruction using the first through fourth data; and generate aresult signal based on the projected height and the first datum.
 14. Aapparatus for providing an indication of aircraft height relative to anobstruction in a terrain awareness warning system, comprising: a firstinput for a first signal from an instrument measuring a height of anaircraft; a second input for a second signal from an instrumentmeasuring a location of the aircraft; a third input for a third signalfrom an instrument providing information about features of terrainsurrounding the aircraft; a fourth input for a fourth signal from aninstrument measuring a speed of the aircraft; and means for employingthe signals from the first through fourth inputs to calculate aneffective height of the aircraft relative to at least the third input.15. The apparatus of claim 14, wherein the instrument measuring a heightof the aircraft and the instrument measuring a location of the aircraftis an altimeter and wherein the instrument providing information aboutgeographic features of terrain surrounding the aircraft and theinstrument measuring a speed of the aircraft is an aid to navigation.16. The apparatus of claim 15, wherein the aid to navigation is a globalpositioning system unit.
 17. The apparatus of claim 14, wherein thefirst through fourth inputs form at least a portion of a parallel databus.
 18. The apparatus of claim 14, wherein the first though fourthinputs form at least a portion of a serial data stream.
 19. A method ofperforming terrain awareness warning for an aircraft, comprising:collecting data of obstructions in the vicinity of an aircraft;collecting data of the distance and bearing of the obstructions from theaircraft; collecting data of the height and speed of the aircraft;calculating a projected height of the aircraft at the location of eachof the obstructions based on the collected data of the height and speedof the aircraft; generating result signals based on the projectedheight, the collected data of obstructions, and the bearing of theobstructions; and displaying indications on a display screen withrespect to bearing based on the generated result signals.
 20. A methodfor providing an indication of lateral aircraft position relative ot anobstruction in a terrain awareness warning system, comprising: receivinga first datum indicative of a bearing of an obstruction relative to anaircraft; receiving a second datum indicative of a distance of theobstruction from the aircraft; receiving third datum indicative of aspeed of the aircraft; calculating a projected flight path of theaircraft relative to the obstruction using the first through third dataand determining a distance between the projected flight path and theobstruction at a series of points along the projected flight path; andgenerating a result signal based on the determined distance.